Compensating device for carburetors of internal combustion motors



1940- H. -J. KRATZER 3 2,212,101

COMPENSATING DEVICE FOR CARBURETORS OF INTERNAL COMBUSTION MOTORS FiledNov. 8, 1937 fill 1 zma mi Patented Aug. 20, 1940 COMPENSATING DEVICEFOR CARBU- BETORS OF INTERNAL COMBUSTION MOTORS Herbert J. Kratzer, St.Louis, Mo. Application November 8, 1937, Sei'ia lNo. 173,346

15 Claims.

This invention relates to a compensating device for carburetors ofinternal combustion motors, which is presently adapted to be locatedbetween the carburetor and the intake manifold of a motor so as to beeffective on the carburetted mixture as it is entrained from thecarburetor to theintake manifold.

The invention has for its primary object, the provision of means foradmitting auxiliary air at a point between the carburetor and the intakemanifold at certain desirable periods of operation of the motor.

Another object is to provide a, compensating device in cooperation witha carburetor, with means for proportioning the size of an auxiliary airopening comparable with the effective opening at the carburetorthrottle.

A further object is to provide a compensating device having an auxiliaryair opening with means for decreasing or increasing the size of theopening comparable with atmospheric temperature or with atmosphericpressure changes.

A still further object is in providing a compena sating device for acarburetor which is cooperatively connected with the throttling means ofthe carburetor to permit the admission of auxiilary air to the intakemanifold of a motor at times when required by the motor speed foreconomy of operation, and to prevent flow of auxiliary air to the intakemanifold when maximum motor performance torque is desired.

Other objects and advantages will appear as this description progressesand by reference to the drawing, in which:

Figure 1 is a fragmentary plan view partly in section, for showing theadaptation of the invention in a cooperable position between thecarburetor and the intake manifold.

Figure 2 is a side elevation partly in section, taken approximately onthe line 2--2 of Fig. 1.

Figure 3 is a, vertical transverse section taken approximately on theline 3--3 of Fig. 2.

Referring to the several figures of the drawing, 4 designates a portionof the intake manifold of an internal combustion motor and disposedabove said manifold is a carburetor 5 having the lower disposedconnecting flange 6, and disposed between the carburetor and the intakemanifold by securing it to the flange 6 of the carburetor and the flangeI of the intake manifold, is a housing 8 of this improved compensatingdevice.

The housing 8 is provided with a passageway 9 which is disposedtransversely to the intake manifold 4, and the outer extending end ofthe housing having a valve seat ring 10 to which an air cleaner element(not shown) may be connected, and said ring providing means ofcommunicating through it to the passageway 9, from the air cleanerelement.

The valve seat ring [0 is provided with a valve seat I I, and extendingupwardly from the seat is a cylindrically ported wall 12 with which thepoppet valve I3 is cooperabler The cylindrical wall l2 of the valve seatring I ll extends into the passageway 9 and the ports 14 of saidcylindrical wall are graduated in their formation for inlettingcooperation with the periphery of the valve l3. Extending upwardly fromthe valve I3 is a stem 15 having a shoulder l6 which is disposed outsideof the top of the housing 8, and engaged on said shoulder is the lowerretaining cup I! of a coil spring l8 which is mounted over the stem l5of the valve l3.

Mounted on the upper end of the coil spring 18 and slidable on the valvestem 15, is a retaining cup l'9 having a pair of diametrically opposedupstanding ears 20, and pivotally connected to each ear is a dependinglink 2|, the lower ends of said links being connected to respective sidemembers of a yoke 22, said yoke being vertically swingable in a frame 23by the pivots 24.

Swingably supported in the upper end of the frame 23 by the pivot 25, isa limiting lever 26 having its extending end disposed in verticalalinement with the upper end of the stem l5 of the valve I3, andintermediately connected to the lever 26 on the pivot 21, are a pair ofdepending links 28 which at their lower ends are pivotally connected tothe stem 29 of a Sylphon element 30 by the pin 3|.

The stem 29 of the Sylphon element 30 is slidably mounted in a cross bar32 which is supported at its ends to the side members of the yoke 22,said cross bar being the element from which the pivots 24 for'thesupport of the yoke 22, are projected. The Sylphon element 30 at itsopposite end is also provided with a stem 33 which is slidably supportedin one end of the yoke 22 and held therein by a lock nut 34, and mountedon said, stem between the Sylphon element and th end of the yoke, is acoil spring 35. i

The side members of the yoke 22 at their extending ends are shaped intoparalleling proximity to one another and inserted therebetween, and heldby a pivot 36 is one end of a link 31, said link at its other end havinga ball and socket connection 38 with an intermediate portion of theaccelerator rod 39 which is pivotally connected at 4|] to the throttlelever 4| of the carburetor 5 which is connected to the shaft 42 of thethrottle valve 43 of the carburetor.

In operation and when a motor having this improved compensating deviceapplied, is idling, the parts described are in the approximate positionsshown, and the pressure of the coil spring I8 on the retaining cup I! isat the maximum, and the valve I3 is thereby tightly held against theseat ll; When the accelerator rod 39 is actuated to slightly open thethrottle valve 43 by movement of the throttle lever 4| towards theangular line A, the link 31 which is connected to the accelerator rod 39will be simultaneously moved to upwardly swing the yoke 22 towards theangular line B on its pivots 24 in the frame 23, and the coil spring l8will be permitted to expand by reason of the upward displacement of thespring retaining cup l9, by the upward lift given to the links 2! of thespring retaining cup I9.

Simultaneously with the upward swing of the yoke 22 on the pivots 24,the limiting lever 25 will be swung upwardly on its pivot 25 by movementapplied to it through the links 28 which connect the lever 26 with theyoke 22. If however, the opening of the throttle valve 43 is notsuflicient to speed the motor enough to develop a vacuum in the manifold4 to overcome the pressure of the expanded coil spring 18 on the poppetvalve l3, said valve will not open or. be moved from its seat H However,when the load torque permits a greater motor speed to be attained at agiven throttle setting, then a vacuum strong enough to overcome thepressure of the spring It! on the valve l3 will be developed in themanifold 4, whereby the valve 93 will be lifted from its seat H, andauxiliary air'will be entrained into the passageway 9 and manifold 4through the valve ring iii and the ports I4, beneath the valve l3, theultimate size or height of the valve uncovered ports I4 being governedby the location of the valve limit lever 26 against which the upper endof the valve stem, E5 abuts when the valve I3 is lifted from its seat Hby the vacuum attained in the manifold the uncovered size of the ports14 being commensurate with the volume of carburetted air determined bythe opened or partially opened position of the throttle valve 43 of thecarburetor 5'.

At varying points between idling and wide open throttle speeds, thepressure of the spring i8 is progressively decreased and the valve limitlever 26 is progressively raised away from the valve stem'l-5 with aconsequent progressive opening of the Valve 13 with respect to the portsI l of the valve seat ring I0. While the motor is in operation, a suddenmovement of the throttle valve 43-to. a more open position will alwaysresult in dropping the vacuum a greater degree than the amount of thesimultaneous decrease of the pressure of the spring l8 on the valve l3which inherently provides to instantaneously cause the valve l3 to closewherein a rich performance mixture of fuel will be entrained to themanifold 4 during the period of time necessary to accelerate the motorspeed. I

C'ooperatively effective at all times on the valve limit lever 26 is theSylphon element till which, with its linkage contributes for allowingthe valve 13 to uncover longer areas of the ports 14 as required, due tothe decreased density of warmer air or to lighter air at altitudes. Inthe drawing disclosure and particularly Fig. 2, the Sylphon element 30is contracted in its length which for purposes of explanation, may becaused by sea level atmosp eric conditions and low temperatures, and inthis contracted position, the connecting links 28 of the stem 29 of theSylphon element and the valve limiting lever 26 are disposed on theangular line C which is but a short distance outwardly from the pivots24 of the yoke 22, and in this location of the links 28, a shorterswinging arc will be efiected at the connecting pin SE at the lower endsof the links 28 as the yoke 22 is swung on its pivots 24 in a directiontowards the angular line B, and consequently the valve limit lever 26will be swung upwardly on its pivot 25 a distance commensurate with thedistance of upward swing of the yoke 22,

During travel of a motorcar at higher altitudes or in, warmeratmosphere, the Sylphon ele-' ment 3i! will enlarge by lengthening orexpanding and the stem 29 thereof which is slidable in the cross bar 32will be moved outwardly, thereby carrying the connecting pin 3! of thelinks 28 toward the angular line D, wherein the distance between the pin35 and the pivots 2 5 of the yoke 22 will be increased so that a largerswinging arc will be effected on the pin 31 as the yoke 22 is swungtowards, the angular line B, thus causing the valve limit lever 26 to beswung farther upwardly on its pivot 25 than it was when the Sylphonelement Ell was contracted, the larger upward swing of the valve limitlever 26 obviously permitting the valve 83 to uncover the ports M of thevalve seat ring I2 a greater length so that a maximum of auxiliary airwill be entrained in the passageway 9, and to the intake manifold attimes when required, due to traveling through lighter or warmeratmospheric conditions.

Obviously, temperature and atmospheric pressure conditions attendantwith climatic changes govern the expanding and contracting action of theSylphon element 32, and the movement of the links 28 on the pivot 27 ofthe valve limit lever 26 is gradual, and consequently a nicety ofgoverning operation is provided this improved compensating devicewherein the varying fluel mixture requirements for motor performance isinherent and whereby a saving in fuel is an additional result.

With further regard to the ports l4 and the cylindrical wall I2 of thevalve seat ring 10, these ports may be graduated in width for increasingor decreasing the inlet areas as determined by opened positions of thevalve 13, as may be required to permit a correct volume of auxiliary airto enter the carburetted air charge as delivered by various carburetorshaving varying mixture characteristics to be compensated.

While I have described one embodiment of my invention with someparticularity, obviously many other embodiments thereof will occur tothose skilled in the art to which it appertains. I, therefore, do notlimit myself to thepprecise details described, but claim as my inventionall variations and modifications coming within the scope of thesubjoined claims.

What I claim is:

l. A compensating device for an internal combustion motor having anaccelerating element, an intake manifold, an auxiliary air passagewayleading to the'manifold, a spring actuated valve controlling saidpassageway, controllable tensioning means cooperable with the spring ofsaid valve and the accelerating element of the motor, and automaticallyadjustable means for limiting the opening movement of said valve.

2. A compensating device to be inserted between the intake manifold andthe carburetor .of an internal combustion motor c mp i ing a ho inghaving a passageway in communication with the entraining passageway fromthe carburetor to the manifold, a spring actuated valve controlling theinlet end of said housing passageway, and automatically adjustable meansfor limiting the opening movement of said valve.

3. A compensating device for an internal combustion motor comprising ahousing having a passageway with an inlet, means for controlling theinlet of said passageway, a carburetor and an intake manifold betweenwhich said housing is located, throttling means for said carburetorhaving cooperable connection with said controlling means of saidpassageway, and atmospherically actuated means cooperable with saidcontrolling means.

4. A compensating device for an internal'comi bustion motor having anaccelerating element and an intake manifold, an auxiliary air passagewayleading to the manifold, a spring actuated valve controlling saidpassageway, tensioning means cooperable with the spring of said valveand the accelerating element of the motor, and an atmosphericallycontrolled element cooperable to limit the opening movement of saidvalve.

5. A compensating device to be inserted between the intake manifold andthe carburetor of an internal combustion motor comprising a housinghaving a passageway in communication with the entraining passageway fromthe car buretor to the manifold, a spring actuated valve controlling thepassageway of said housing, tensioning means cooperable with the springof said valve and an accelerating element of the motor, andprogressively actuated means cooperable with said valve for limiting theopening movement thereof.

6. A compensating device for the fuel mixture intake of an internalcombustion motor comprising a housing having a valve controlledpassageway, resilient means cooperable to hold the valve in closedposition, progressively actuated tensioning means cooperable with theresilient means of said valve, and means cooperable with saidprogressively actuated tensioning means for limiting the openingmovement of said valve.

7. A compensating device for the fuel mixture intake of an internalcombustion motor comprising a housing having a valve controlledpassageway, resilient means cooperable to hold the valve in closedposition, progressively actuated tensioning .means cooperable with theresilient means of said valve, and atmospherically actuated meanscooperable with said progressively actuated tensioning means forlimiting the opening movement of said valve.

8. An internal combustion motor having an intake manifold and acarburetor with a cooperable throttle actuating rod, said manifoldhaving an auxiliary air passageway leading thereto, a spring actuatedvalve controlling said passageway, means connected to said throttleactuating rod for tensioning the spring of said valve, and'a levercooperable with said valve and said spring tensioning means for limitingthe opening movement of said valve.

9. An internal combustion motor having an intake manifold and acarburetor with a cooperable throttle actuating rod, said manifoldhaving an auxiliary air passageway leading thereto, a spring actuatedvalve controlling said passageway, means connected to said throttleactuating rod for tensioning the spring of said valve, a levercooperable with said valve and said spring tensioning means for limitingthe opening movement of said valve, and a Sylphon element cooperablewith said lever. 1

10. An internal combustion motor having an intake manifold and acarburetor with a cooperable throttle actuating rod, said manifoldhaving auxiliary air passageway leading thereto, a:

spring actuated valve controlling said passageway, linkage cooperablyconnected to said throttle actuating rod and said spring of said valvefor changing the tension of said spring, and a valve abutting elementcooperatively connected to said linkage.

11. An auxiliary air supplying device for the intake manifold of aninternal combustion motor comprising an auxiliary air passageway leadingto the manifold, a spring actuated valve controlling said passageway, acarburetor having a cooperable throttle actuating rod, linkagecooperatively connected to said throttle actuating rod and said springof said valve for changing the I said passageway and having a stem and acoil spring mounted thereover, a linkage cooperatively connected tosaidthrottle actuating rod and one end of said valve spring, a lever inalinement with the stem of said valve and having cooperable connectionwith said linkage, and an atmospherically actuated element havingcooperable connection with said lever;

13. Means for supplying auxiliary air to the fuel mixture intake of aninternal combustion motor comprising a passageway leading to the fuelmixture intake and having a cooperable throttle setting element, aspring actuated valve cooperable to admit free air to said passageway,

. means cooperable with the spring of said valve and said element forvarying the tension of said spring to cause said valve to restrict airflow at times of closed throttle setting of said element, and anatmospherically controlled element cooperable with said valve. 5

14. Means for supplying auxiliary air to the Jar fuel mixture intake ofan internal combustion motor comprising a carburetor having a cooperablethrottle actuating element, a passageway leading from said carburetor, aspring actuated valve cooperable to admit free air to said passageway,means cooperable with the spring of said valve and said element forvarying the tension of said spring to cause said valve to restrict airfiow at times of closed throttle setting of said element, and anatmospherically controlled element cooperable with said valve.

15. Means for supplying auxiliary air to the fuel mixture intake of aninternal combustion motor comprising a passageway leading to the fuelmixture intake, a spring actuated valve controlling said passageway, athrottle setting ele- ,ment, linkage cooperatively connected to saidelement and. the spring of said valve for varying the tension of thespring, a valve abutting element cooperatively connected to saidlinkage, and a Sylphon element having cooperable connection with saidvalve abutting element and said linkage.

HERBERT J. KRATZER.

